EP3260358B1 - Commercial vehicle chassis - Google Patents

Description

The invention relates to a commercial vehicle chassis with a chassis frame with associated axles with associated wheels comprising longitudinal cross members and cross members, of which a rear cross member closing the rear of the chassis frame is part of a chassis frame rear and the rear cross member and at least one further cross member have locking elements for locking a payload, in particular a container the chassis cross-section comprising the rear cross-member being designed as a compact tail with a center bar spaced below the rear cross-member and extending between two rear wheels and / or between two wheel covers assigned to the rear wheels, the rear cross member at least in regions above rear wheels and / or is arranged by the rear wheels associated wheel covers, the compact rear with the rear cross member and the central beam in Commercial vehicle chassis longitudinal direction is displaceable and the center bar from its position between the rear wheels or from its position between the rear wheels associated with the wheel covers together with the rear cross member from its position at least in regions above rear wheels or the rear wheels associated wheel covers in a set back Location is transferable and the compact rear with the rear crossmember and the rear central beam are part of a compact rear extension.

When transporting goods by commercial vehicles, it is recognized that the permissible payload of the commercial vehicle must not be exceeded in order not to impair traffic and operational safety.

The load distribution is of particular importance. Nevertheless, when loading the commercial vehicle, it is not only necessary to take into account the maximum payload, but also an exact positioning of the payload on the corresponding loading area, i.e. the commercial vehicle chassis with its chassis frame.

The positioning of the payload on the loading area depends, among other things, on the center of gravity of the payload, the permissible axle loads and the so-called fifth-wheel load, i.e. the load on the fifth wheel of the tractor. The legal regulations must be observed for both the fifth wheel load and the drive axle load.

For cross-border traffic, it is required that the drive axles of the tractor be loaded with no less than 25% of the total weight of the commercial vehicle. If the payload is positioned unfavorably, this may result in the permissible loads being exceeded or undershot, although the permissible payload has not been exceeded. For example, an axle load can be exceeded Cause damage to tires and axles. On the other hand, falling below the axle load has a significant impact on the steering behavior or starting behavior of the commercial vehicle.

In the area of container transport, the positioning of the load is predetermined by the locking positions of the locking elements on the chassis.

Various commercial vehicle chassis for container transport are known in order to comply with the legal regulations for load distribution, especially for the transport of a 20 'container. The technical effort of the container chassis offered with corresponding solutions is relatively high.

For example, a commercial vehicle chassis for container transport is known which enables a chassis frame for flexible load distribution. Two chassis frames are pushed into each other to change the position of the loaded container. Such container chassis that are to be moved towards each other are referred to as sliding bogie trailers. The central transport position enables an even distribution of the load on the axles of the commercial vehicle chassis and the commercial vehicle. For loading and unloading, the chassis frames can be pushed into each other when the containers are loaded, so that the container can be moved flush to the rear of a loading ramp.

In addition, another commercial vehicle chassis is known with a telescopic chassis frame. There are longitudinal beams of a front part of the Telescopic chassis frame in open longitudinal beams of a rear part of the chassis frame. After taking the selected telescopic position after loading the commercial vehicle with a container, it is no longer possible to change the position of the loaded container. If, for a selected transport position, a uniform load distribution is realized on the axles of the chassis and the vehicle using it, in which the loaded container is at a distance from the rear of the chassis frame, it is no longer possible to change the position of the container after loading. A rear-flush positioning for unloading can therefore no longer be assumed if the container for the transport position was not previously loaded flush with the rear.

In both designs of the commercial vehicle chassis of the known types, the legal regulations for underrun protection must also be observed. Therefore, the rear cross members of the chassis frame rear have a distance from the rear wheels of the commercial vehicle chassis in both known alternatives of the known commercial vehicle chassis. This is disadvantageous and requires a large number of components which have a disadvantageous effect on the total production costs of the commercial vehicle chassis.

From the US 4,836,735 A A commercial vehicle chassis of the type mentioned at the outset is known in which a rear crossmember and a central beam extend behind the rear wheels, the rear crossbar being arranged at least in regions above rear wheels. The chassis frame rear comprising the rear crossmember is designed as a compact rear and together with the Middle bar can be moved in the longitudinal direction of the commercial vehicle chassis. This means that the rear with the central beam is to be moved into a set-back position, so that the compact rear with the rear crossmember and the rear central beam are part of a compact rear extension.

There are many advantages to this commercial vehicle chassis, but this has disadvantages with regard to the underrun protection.

From the GB 2 523 809 A is also known a commercial vehicle chassis with a retractable and retractable chassis frame rear, which is designed similar to the commercial vehicle chassis according to the US 4,836,735 A .

It is an object of the present invention to improve a commercial vehicle chassis of the type mentioned in the introduction so that its flexibility is increased.

To solve this problem, the commercial vehicle chassis of the type mentioned at the outset is characterized in that a pivotable or displaceable outer beam is provided on the center bar on its respective outside of the commercial vehicle chassis.

This creates a commercial vehicle chassis in which the rear locking position of the payload, in particular the container, closer to the last axis of the vehicle due to the compact design of the chassis frame rear as a compact rear rear wheels can be placed. Nevertheless, the compact rear is to be designed in such a way that rear-flush loading and unloading of a container can be achieved. Due to the tight placement of a container on the last axle, the load distribution is also significantly improved, even when the container can be loaded and unloaded at the rear, since the distance between the center of gravity of the load (load) and the center of the axle assembly is increased, which increases the fifth wheel load.

In addition, only a small number of components are necessary. Therefore, this inventive design of the commercial vehicle chassis is significantly less expensive and less prone to wear compared to movable chassis as a whole. This is of particular advantage in the field of container transport, since the stress on container chassis when loading containers onto e.g. B. different chassis is very high.

Despite the design as a compact rear, it is possible to comply with the legal regulations for underrun protection due to the provided center bar, since in conjunction with the center bar the rear wheels of the last axle in the longitudinal direction of the vehicle partly take over the function of the underride guard. In order to avoid driving underneath in the event of an accident in the area between the wheels, the central bar, which is provided at a distance from the rear crossmember, is provided.

The compact rear is part of a compact rear extension, which in its shortest position, i.e. the position in which the rear crossmember is displaced in the direction of the other crossmembers of the chassis frame, is located in the position in which it is at least partially above rear wheels and / or of the wheel covers assigned to the rear wheels. Nevertheless, for the transport of containers larger than 20 ', the compact rear extension can be pushed out to the rear of the central beam to the extent that e.g. B. 30 ', 40', 45 'containers and others can also be loaded, which are then also flush-unloaded and loaded. The chassis frame parts are not to be changed for this purpose, so that a large number of components can be dispensed with in a more cost-effective manner than conventional commercial vehicle chassis designs. The legal regulations for underride protection are also to be taken over again from the center beam, which is equipped with swing-out outer beams, which in their swung-out position overlap the rear wheels of the last wheel axle at a distance and with z. B. interact with outer sheets and stiffen them. This significantly increases the flexibility of the commercial vehicle chassis.

Fig. 1:

ein Ausführungsbeispiel eines teleskopierbaren Nutzfahrzeugchassis nach der Erfindung mit einem Kompaktheck mit der Hecktraverse, die sich oberhalb der hinteren Räder und oberhalb der hinteren Radabdeckung befindet in eingefahrenem Zustand;

Fig. 2:

das Nutzfahrzeugchassis nach Fig. 1 mit einem ein- und ausschiebbaren Kompaktheck mit Heckquertraverse und Mittelbalken und ausschwenkbaren Außenbalken im ausgefahrenen Zustand;

Fig. 3:

ein alternatives Ausführungsbeispiel zu Fig. 1 (nicht teleskopierbar) in einer perspektivischen Aufsicht von hinten;

Fig. 4:

das Ausführungsbeispiel nach Fig. 3 in einer perspektivischen Aufsicht von vorne;

Fig. 5:

das Ausführungsbeispiel nach Fig. 3 (teilweise) in einer perspektivischen Ansicht von der Seite;

Fig. 6:

das Ausführungsbeispiel nach Fig. 3 in einer perspektivischen Ansicht schräg von hinten;

Fig. 7:

das Ausführungsbeispiel nach Fig. 1 bzw. 2 mit einwärts verschwenkten Außenbalken;

Fig. 8:

das Ausführungsbeispiel und die Lage des Heckausschubes nach Fig. 7 in einer Seitendarstellung;

Fig. 9:

das Ausführungsbeispiel nach Fig. 1 bzw. 2 in einer ausgeschobenen Position des Kompakthecks, und

Fig. 10:

der Kompaktheckausschub des Ausführungsbeispieles nach Fig. 2 in einer Ansicht perspektivisch schräg von unten

Further advantageous embodiments can be found in further subclaims, the following description and the drawings. The drawing shows:

Fig. 1:

an embodiment of a telescopic commercial vehicle chassis according to the invention with a compact rear with the rear cross member, the is in the retracted condition above the rear wheels and above the rear wheel cover;

Fig. 2:

the commercial vehicle chassis Fig. 1 with a retractable and retractable compact tail with rear crossmember and center beam and swing-out outer beam when extended;

Fig. 3:

an alternative embodiment to Fig. 1 (not telescopic) in a perspective view from behind;

Fig. 4:

the embodiment according to Fig. 3 in a perspective view from the front;

Fig. 5:

the embodiment according to Fig. 3 (partly) in a perspective view from the side;

Fig. 6:

the embodiment according to Fig. 3 in a perspective view obliquely from behind;

Fig. 7:

the embodiment according to Fig. 1 or 2 with inwardly pivoted outer beams;

Fig. 8:

the embodiment and the location of the rear extension after Fig. 7 in a page display;

Fig. 9:

the embodiment according to Fig. 1 or 2 in an extended position of the compact rear, and

Fig. 10:

the compact rear extension of the embodiment Fig. 2 in a perspective view obliquely from below

In the drawing, identical parts are provided with identical reference numbers.

In the figures, a commercial vehicle chassis is generally numbered 1, which in the exemplary embodiment shown has three wheel axles with associated wheels 2, wheel cover 3 and cross members 5, including a rear cross member 5.1. The cross members 5 including the rear cross member 5.1 have locking elements 5.2. The embodiment of the commercial vehicle chassis Fig. 1 has a compact tail 7, which is not rigid and therefore slidable. Fig. 1 shows that this compact rear is designed so that it is arranged in the inserted state very close to the rear wheels 2 and is located in regions above the rear area of the rear wheels 2 and the rear wheel cover 3.

In the embodiment according to Fig. 2 the compact rear is designed as a compact rear extension with an insertion and extension bar 8. It can be seen there that a central beam 9 with outer beams 9.1 is located at a distance below the rear transverse beam 5.1, which will be discussed in more detail below. This central bar 9 extends itself with positional distance below the rear crossmember 5.1 and is held over consoles 10. This center bar 9 with the outer bars 9.1 represents an underride guard Fig. 3 and 4th illustrate an alternative embodiment in different views Fig. 1 .

Fig. 5 illustrates that in the embodiment according to Fig. 1 the rear crossbeam 5.1 are located above the rear wheels 2 or the wheel cover 3, which is assigned to the rear wheels 2. The central bar 9 is located so far in the area of the chassis frame that the central bar 9 is located between the end area of the rear wheels 2 or the rear wheel covers 3. This also illustrates once again Fig. 6 , where outer plates 11 are also shown, which are located overall behind the rear wheels 2 or the rear splash guard plates 3, so that the rear wheels 2, together with the outer plates 11 and the center bar 9, implement the underride protection.

Fig. 7 shows the inwardly pivoted outer beams 9.1 of the central beam 9 with the associated outer plates 11. The outer beams 9.1 are located there in the inwardly pivoted position above the central beam 9 and can be pivoted inwards or outwards via the pivoting lever 12 about a pivot axis which is extends parallel to the longitudinal axis of the commercial vehicle chassis. The same shows again Fig. 8 in another perspective view. The Fig. 9 shows the embodiment Fig. 2 with the extendable compact tail 7 and the sliding bar 8.

The compact rear 7 is designed as a compact rear extension, so that the rear crossbeam 5.1 can be moved into a set-back position via the extension bar 8, so that the rear of a container body can be locked by means of the locking elements 5.2 with positional spacing so that it can be unloaded and loaded flush with the rear is.

The outer beams 9.1 have been transferred into their respective outwardly pivoted positions via the swivel angles 12, so that they overlap the rear wheels 2 with positional spacing and stiffen the outer plates 11. They must be locked in this position. The Fig. 9 and Fig. 10 show a perspective section of the positions of the parts as shown in Fig. 2 and 9 are shown.

Claims (7)

1. Commercial vehicle chassis (1) comprising a chassis frame which comprises wheel axles having associated wheels (2), and comprises longitudinal members (4) and transverse members (5, 5.1), of which a rear end transverse member (5.1) which closes the chassis frame at the rear end is part of a chassis frame rear end, and the rear end transverse member (5.1) and at least one further transverse member (5) have locking elements (5.2) for locking a payload, in particular a container, the chassis frame rear end comprising the rear end transverse member (5.1) being designed as a compact rear end (7) having a central beam (9) which is arranged at a distance underneath the rear end transverse member (5.1) and which extends between two rear-end wheels (2) and/or extends between two wheel covers (3) associated with the rear-end wheels (2), the rear end transverse member (5.1) being arranged at least in regions above rear-end wheels (2) and/or above wheel covers (3) associated with the rear-end wheels (2), the compact rear end (7) having the rear end transverse member (5.1) and the central beam (9) being designed so as to be movable in the longitudinal direction of the commercial vehicle chassis and it being possible for the central beam (9) to be transferred from its position between the rear-end wheels (2) or from its position between the wheel covers (3) associated with the rear-end wheels (2) together with the rear end transverse member (5.1) from its position at least in regions above rear-end wheels (2) or wheel covers (3) associated with the rear-end wheels (2) into a set-back position and the compact rear end (7) having the rear end transverse member (5.1) and the rear-end central beam (9) being part of a compact rear end extension, characterised in that a pivotable or movable outer beam (9.1) is provided on the central beam (9) on its relevant commercial vehicle chassis outer side.
2. Commercial vehicle chassis (1) according to claim 1, characterised in that underrun protection securing elements (11) which overlap the rear-end wheels (2) at the rear end are connected to the outer sides of the central beam (9).
3. Commercial vehicle chassis (1) according to claim 2, characterised in that the underrun protection securing elements (11) are designed as outer plates.
4. Commercial vehicle chassis according to any of claims 1 to 3, characterised in that the central beam (9) is supported by brackets (10) on the rear end transverse member (5.1) or on longitudinal members (4) at a vertical positional distance therefrom.
5. Commercial vehicle chassis according to claim 1, characterised in that the outer beam (9.1) can be pivoted inwardly and outwardly about a parallel pivot axis which is parallel to the longitudinal axis of the commercial vehicle chassis, the relevant outer beam (9.1) being arranged above the central beam (9) in the inwardly pivoted position and it being possible for said outer beam to be transferred together with said central beam into the position between the rear-end wheels (2) or between the wheel covers (3) associated with the rear-end wheels (2) when the rear end extension is inserted.
6. Commercial vehicle chassis (1) according to claim 1, characterised in that each of the outer beams (9.1) in their outwardly pivoted or pushed out position extend in the region of the associated underrun protection securing element (11) and reinforce said element.
7. Commercial vehicle chassis (1) according to claim 1, characterised in that the outer beams (9.1) in their inwardly pivoted or pushed in position can be locked on the central beam (9).

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